Lightweight docking station for micromobility transit vehicles systems and methods

ABSTRACT

Techniques are disclosed for systems and methods associated with lightweight docking stations for one or more micromobility transit vehicles. The docking station may include one or more racks configured to dock micromobility transit vehicles, a lock hole in a rack plate of the one or more racks, and a base. The lock hole may be configured to align with a respective locking device of each of the one or more micromobility transit vehicles. The base may be configured to elevate the one or more micromobility transit vehicles to align the respective locking device with the lock hole. A method may include identifying at least one rack from the one or more racks is available for docking the one or more micromobility transit vehicles and communicating with a mobile computing device to display an indication of the at least one rack available for docking the one or more micromobility transit vehicles.

TECHNICAL FIELD

One or more embodiments of the present disclosure relate generally tomicromobility transit vehicles and more particularly, for example, tosystems and methods for a lightweight docking station for one or moremicromobility transit vehicles.

BACKGROUND

Parking (or docking) stations for micromobility vehicles for hire (e.g.,shared scooters, sit-scooters, bicycles, etc.) are robust and representa significant investment for a ridesharing company. These and otherconsiderations limit the amount of parking stations that can be placedwithin a municipality or region. Legacy parking stations may also needto be updated with new or updated technology and/or features. At times,legacy parking stations go “offline” due to many factors, including lossof signal, disconnection from a central server, a dead battery, and dockmismatch, among others. In such situations, a rider may not be able toend their ride for hire at an offline station, leading to the riderbeing “stuck in ride” and not being able to take a subsequentridesharing ride. In addition, a potential rider may approach an offlinestation and become frustrated with not being able to unlock and/orremove a micromobility vehicle for hire. Also, private micromobilityvehicles are often locked to private parking stations owned by theridesharing company, overcrowding the parking stations and sometimespreventing a rider from properly parking/locking a micromobility vehiclefor hire at the parking stations.

Therefore, there is a need in the art for systems and methods for alightweight docking station that addresses the deficiencies noted above,other deficiencies known in the industry, or at least offers analternative to current techniques. For example, improvements are neededto identify and notify ridesharing users of offline docking stations,reserve or rent micromobility vehicles only from online dockingstations, navigate ridesharing users to only online docking stations,limit the vehicles that can be parked/locked at the docking stations,and the like.

SUMMARY

Techniques are disclosed for systems and methods associated withlightweight docking stations for micromobility transit vehicles. Inaccordance with one or more embodiments, a multimodal transportationsystem is provided. The multimodal transportation system may include oneor more docking stations, a non-transitory memory having instructionsstored therein, and one or more hardware processors configured toexecute the instructions to execute operations. The one or more dockingstations may include one or more racks configured to secure one or moremicromobility transit vehicles. The operations may include identifyingat least one rack from the one or more racks is available for dockingthe one or more micromobility transit vehicles and communicating with amobile computing device to display an indication of the at least onerack available for docking the one or more micromobility transitvehicles.

In accordance with one or more embodiments, a docking station isprovided. The docking station may include one or more racks configuredto dock one or more vehicles, a lock hole in a rack plate of the one ormore rack, and a base. The lock hole may be configured to align with arespective locking device of each of the one or more vehicles. The basemay be configured to elevate the one or more vehicles to align therespective locking device with the lock hole.

In accordance with one or more embodiments, a method of determining adocking availability at one or more docking stations including one ormore racks configured to secure one or more micromobility transitvehicles is provided. The method may include identifying at least onerack from the one or more racks is available for docking the one or moremicromobility transit vehicles and communicating with a mobile computingdevice to display an indication of the at least one rack available fordocking the one or more micromobility transit vehicles.

The scope of the invention is defined by the claims, which areincorporated into this section by reference. A more completeunderstanding of embodiments of the invention will be afforded to thoseskilled in the art, as well as a realization of additional advantagesthereof, by a consideration of the following detailed description of oneor more embodiments. Reference will be made to the appended sheets ofdrawings that will first be described briefly.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a block diagram of a portion of a dynamictransportation matching system including a transit vehicle in accordancewith an embodiment of the disclosure.

FIG. 2 illustrates a block diagram of a dynamic transportation matchingsystem incorporating a variety of transportation modalities inaccordance with an embodiment of the disclosure.

FIGS. 3A-C illustrate diagrams of micromobility transit vehicles for usein a dynamic transportation matching system in accordance with anembodiment of the disclosure.

FIG. 3D illustrates a diagram of a first docking station for docking oneor more micromobility transit vehicles in accordance with an embodimentof the disclosure.

FIG. 4 illustrates a diagram of a second docking station for docking oneor more micromobility transit vehicles in accordance with an embodimentof the disclosure.

FIG. 5 illustrates a diagram of alternative geometries for the dockingstation of FIG. 4 in accordance with an embodiment of the disclosure.

FIG. 6 illustrates a diagram of a first side of a beacon of the dockingstation of FIG. 4 in accordance with an embodiment of the disclosure.

FIG. 7 illustrates a diagram of a second side of the beacon of FIG. 6 inaccordance with an embodiment of the disclosure.

FIG. 8 illustrates a diagram of a third docking station for docking oneor more micromobility transit vehicles in accordance with an embodimentof the disclosure.

FIG. 9A illustrates a diagram of a partially cut-away view of thedocking station of FIG. 8 in accordance with an embodiment of thedisclosure.

FIG. 9B illustrates a top, front, right perspective view of an anchorfor a docking station and showing some features in dotted lines inaccordance with an embodiment of the disclosure.

FIG. 9C illustrates a front elevation view of the anchor of FIG. 9B inaccordance with an embodiment of the disclosure.

FIG. 9D illustrates a left elevation view of the anchor of FIG. 9B inaccordance with an embodiment of the disclosure. The right elevationview of the anchor may be a mirror image of FIG. 9D.

FIG. 9E illustrates a top, rear, right perspective view of the anchor ofFIG. 9B in accordance with an embodiment of the disclosure.

FIG. 9F illustrates a rear elevation view of the anchor of FIG. 9B inaccordance with an embodiment of the disclosure.

FIG. 9G illustrates another diagram of the docking station of FIG. 8 inaccordance with an embodiment of the disclosure.

FIG. 10 illustrates a diagram of an alternative geometry for the dockingstation of FIG. 8 in accordance with an embodiment of the disclosure.

FIG. 11 illustrates a diagram of a docking station anchor in accordancewith an embodiment of the disclosure.

FIG. 12 illustrates a first diagram of a user interface in accordancewith an embodiment of the disclosure.

FIG. 13 illustrates a second diagram of the user interface of FIG. 12 inaccordance with an embodiment of the disclosure.

FIG. 14 illustrates a third diagram of the user interface of FIG. 12 inaccordance with an embodiment of the disclosure.

FIG. 15 illustrates a fourth diagram of the user interface of FIG. 12 inaccordance with an embodiment of the disclosure.

FIG. 16 illustrates a fifth diagram of the user interface of FIG. 12 inaccordance with an embodiment of the disclosure.

FIG. 17 illustrates a flow diagram of a process of determining a dockingavailability at one or more docking stations in accordance with anembodiment of the disclosure.

FIG. 18 illustrates a flow diagram of a process of providing a use of amicromobility transit vehicle in accordance with an embodiment of thedisclosure.

FIG. 19 illustrates a flow diagram of a process of managing a system ofdocking stations and micromobility transit vehicles in accordance withan embodiment of the disclosure.

FIG. 20 illustrates a flow diagram of a process of managing a system ofdocking stations in accordance with an embodiment of the disclosure.

Embodiments of the invention and their advantages are best understood byreferring to the detailed description that follows. It should beappreciated that like reference numerals are used to identify likeelements illustrated in one or more of the figures.

DETAILED DESCRIPTION

In accordance with various embodiments of the present disclosure, a“lightweight” docking station can be placed in a greater number oflocations due to its smaller footprint, form factor, visual weight(e.g., a visual mass, a visual impact, or a visual characteristic ofattracting and interacting with an observer's eye or vision), or anycombination thereof compared to legacy stations in the industry. Asdescribed herein, “lightweight” refers to a comparatively smaller size,robustness, weight, visual weight, or any combination thereof. Thedocking station includes one or more docks in which to position amicromobility transit vehicle (e.g., kick scooter, sit-scooter, bicycle,etc.). Once the micromobility transit vehicle is in position, themicromobility transit vehicle may be locked to the dock, such as passinga cable around a portion of the dock. Optionally, the dock may be shapedor sized to correspond with a locking structure or device of themicromobility transit vehicle. For instance, the dock may include aunique shape or size such that only a certain type of micromobilitytransit vehicle may be locked to the dock. The docking station mayinclude one or more smart features, such as one or more modulesconfigured to determine the type of micromobility transit vehicle lockedto the docking station, how many micromobility transit vehicles are inthe docking station, how many docks are available in which to park amicromobility transit vehicle, and if the micromobility transit vehicleis parked correctly in the dock, among others. The docking station mayalso include charging capabilities and may be modular to tailor thedocking station to a location, requirement, or the like.

In addition, various embodiments of the present disclosure include anin-app experience that interfaces with the lightweight docking stationand alleviates one or more problems associated with offline stations.For example, an application (or app) running on a computing device of atransportation requester may utilize application logic to reserve amicromobility transit vehicle available at an online station andnavigate the transportation requester to the online station. During theride for hire, the app logic may navigate the transportation requesteror rider to another online station that is near the rider's destinationand includes an available dock (i.e., a destination station). Oncelocked to the destination station, the micromobility transit vehicle maybe paired to a sensor, such as passively, at the destination station,and the status of the destination station may be updated for futurerides and/or other riders.

In lieu of reserving a micromobility transit vehicle, the app logic mayshow, such as dynamically, the docking stations near the user and theirstatus (e.g., online, offline, available parking spots, availablevehicles, etc.), allowing the transportation requester to check rideavailability. Similarly, while in-ride, the app logic may show, such asdynamically, the docking stations near the rider and their status,allowing the rider to check parking availability. The app logic mayfilter the available docking stations based on a desired vehicle to rentor based on the actual vehicle being ridden (e.g., sit-scooter vsbicycle availability, parking availability, etc.). The app logic mayalso give alternatives to the transportation requester or rider as thestatus of a docking station changes (e.g., status changes from online tooffline, from offline to online, etc.). The app logic may also warn therider if the rider has parked a micromobility transit vehicle at anoffline station.

FIG. 1 illustrates a block diagram of a portion of a dynamictransportation matching system 100 (e.g., system 100) including atransit vehicle 110 in accordance with an embodiment of the disclosure.In the embodiment shown in FIG. 1, system 100 includes transit vehicle110 and optionally a user device 130. In general, transit vehicle 110may be a passenger vehicle designed to transport a single person (e.g.,a micromobility transit vehicle, a transit bike and scooter vehicle, orthe like) or a group of people (e.g., a typical car or truck). Morespecifically, transit vehicle 110 may be implemented as a motorized orelectric kick scooter, bicycle, and/or motor scooter designed totransport one or perhaps two people at once typically on a paved road(collectively, micromobility transit vehicles), as a typical automobileconfigured to transport up to 4, 7, or 10 people at once, or accordingto a variety of different transportation modalities (e.g.,transportation mechanisms). Transit vehicles similar to transit vehicle110 may be owned, managed, and/or serviced primarily by a fleetmanager/servicer providing transit vehicle 110 for rental and use by thepublic as one or more types of transportation modalities offered by adynamic transportation matching system, for example. In someembodiments, transit vehicles similar to transit vehicle 110 may beowned, managed, and/or serviced by a private owner using the dynamictransportation matching system to match their vehicle to atransportation request, such as with ridesharing or ridesourcingapplications typically executed on a mobile user device, such as userdevice 130 as described herein. User device 130 may be a smartphone,tablet, near field communication (NFC) or radio-frequency identification(RFID) enabled smart card, or other personal or portable computingand/or communication device that may be used to facilitate rental and/oroperation of transit vehicle 110.

As shown in FIG. 1, transit vehicle 110 may include one or more of acontroller 112, a user interface 113, an orientation sensor 114, agyroscope/accelerometer 116, a global navigation satellite system (GNSS)receiver 118, a wireless communications module 120, a camera 148, apropulsion system 122, an air quality sensor 150, and other modules 126.Operation of transit vehicle 110 may be substantially manual,autonomous, and/or partially or completely controlled by user device130, which may include one or more of a user interface 132, a wirelesscommunications module 134, a camera 138, and other modules 136. In otherembodiments, transit vehicle 110 may include any one or more of theelements of user device 130. In some embodiments, one or more of theelements of system 100 may be implemented in a combined housing orstructure that can be coupled to or within transit vehicle 110 and/orheld or carried by a user of system 100, such as a transportationrequester or rider.

Controller 112 may be implemented as any appropriate logic device (e.g.,processing device, microcontroller, processor, application specificintegrated circuit (ASIC), field programmable gate array (FPGA), memorystorage device, memory reader, or other device or combinations ofdevices) that may be adapted to execute, store, and/or receiveappropriate instructions, such as software instructions implementing acontrol loop for controlling various operations of transit vehicle 110and/or other elements of system 100, for example. Such softwareinstructions may also implement methods for processing images and/orother sensor signals or data, determining sensor information, providinguser feedback (e.g., through user interface 113 or 132), queryingdevices for operational parameters, selecting operational parameters fordevices, or performing any of the various operations described herein(e.g., operations performed by logic devices of various devices ofsystem 100).

In addition, a non-transitory medium may be provided for storing machinereadable instructions for loading into and execution by controller 112.In these and other embodiments, controller 112 may be implemented withother components where appropriate, such as volatile memory,non-volatile memory, one or more interfaces, and/or various analogand/or digital components for interfacing with devices of system 100.For example, controller 112 may be adapted to store sensor signals,sensor information, parameters for coordinate frame transformations,calibration parameters, sets of calibration points, and/or otheroperational parameters, over time, for example, and provide such storeddata to a transportation requester or rider via user interface 113 or132. In some embodiments, controller 112 may be integrated with one ormore other elements of transit vehicle 110, for example, or distributedas multiple logic devices within transit vehicle 110 and/or user device130.

In some embodiments, controller 112 may be configured to substantiallycontinuously monitor and/or store the status of and/or sensor dataprovided by one or more elements of transit vehicle 110 and/or userdevice 130, such as the position and/or orientation of transit vehicle110 and/or user device 130, for example, and the status of acommunication link established between transit vehicle 110 and/or userdevice 130. Such communication links may be established and then providefor transmission of data between elements of system 100 substantiallycontinuously throughout operation of system 100, where such dataincludes various types of sensor data, control parameters, and/or otherdata.

User interface 113 of transit vehicle 110 may be implemented as one ormore of a display, a touch screen, a keyboard, a mouse, a joystick, aknob, a steering wheel, a yoke, and/or any other device capable ofaccepting user input and/or providing feedback to a user. In variousembodiments, user interface 113 may be adapted to provide user input(e.g., as a type of signal and/or sensor information transmitted bywireless communications module 134 of user device 130) to other devicesof system 100, such as controller 112. User interface 113 may also beimplemented with one or more logic devices (e.g., similar to controller112) that may be adapted to store and/or execute instructions, such assoftware instructions, implementing any of the various processes and/ormethods described herein. For example, user interface 113 may be adaptedto form communication links, transmit and/or receive communications(e.g., infrared images and/or other sensor signals, control signals,sensor information, user input, and/or other information), for example,or to perform various other processes and/or methods described herein.

In one embodiment, user interface 113 may be adapted to display a timeseries of various sensor information and/or other parameters as part ofor overlaid on a graph or map, which may be referenced to a positionand/or orientation of transit vehicle 110 and/or other elements ofsystem 100. For example, user interface 113 may be adapted to display atime series of positions, headings, and/or orientations of transitvehicle 110 and/or other elements of system 100 overlaid on ageographical map, which may include one or more graphs indicating acorresponding time series of actuator control signals, sensorinformation, and/or other sensor and/or control signals. In someembodiments, user interface 113 may be adapted to accept user inputincluding a user-defined target heading, waypoint, route, and/ororientation, for example, and to generate control signals to causetransit vehicle 110 to move according to the target heading, route,and/or orientation. In other embodiments, user interface 113 may beadapted to accept user input modifying a control loop parameter ofcontroller 112, for example.

Orientation sensor 114 may be implemented as one or more of a compass,float, accelerometer, and/or other device capable of measuring anorientation of transit vehicle 110 (e.g., magnitude and direction ofroll, pitch, and/or yaw, relative to one or more reference orientationssuch as gravity and/or Magnetic North), camera 148, and/or otherelements of system 100, and providing such measurements as sensorsignals and/or data that may be communicated to various devices ofsystem 100. Gyroscope/accelerometer 116 may be implemented as one ormore electronic sextants, semiconductor devices, integrated chips,accelerometer sensors, accelerometer sensor systems, or other devicescapable of measuring angular velocities/accelerations and/or linearaccelerations (e.g., direction and magnitude) of transit vehicle 110and/or other elements of system 100 and providing such measurements assensor signals and/or data that may be communicated to other devices ofsystem 100 (e.g., user interface 132, controller 112).

GNSS receiver 118 may be implemented according to any global navigationsatellite system, including a GPS, GLONASS, and/or Galileo basedreceiver and/or other device capable of determining absolute and/orrelative position of transit vehicle 110 (e.g., or an element of transitvehicle 110) based on wireless signals received from space-born and/orterrestrial sources (e.g., eLoran, and/or other at least partiallyterrestrial systems), for example, and capable of providing suchmeasurements as sensor signals and/or data (e.g., coordinates) that maybe communicated to various devices of system 100. In some embodiments,GNSS receiver 118 may include an altimeter, for example, or may be usedto provide an absolute altitude.

Wireless communications module 120 may be implemented as any wirelesscommunications module configured to transmit and receive analog and/ordigital signals between elements of system 100. For example, wirelesscommunications module 120 may be configured to directly or indirectlyreceive control signals and/or data from user device 130 and providethem to controller 112 and/or propulsion system 122. In otherembodiments, wireless communications module 120 may be configured toreceive images and/or other sensor information (e.g., still images orvideo images) and relay the sensor data to controller 112 and/or userdevice 130. In some embodiments, wireless communications module 120 maybe configured to support spread spectrum transmissions, for example,and/or multiple simultaneous communications channels between elements ofsystem 100. Wireless communication links formed by wirelesscommunications module 120 may include one or more analog and/or digitalradio communication links, such as WiFi, Bluetooth, NFC, RFID, andothers, as described herein, and may be direct communication linksestablished between elements of system 100, for example, or may berelayed through one or more wireless relay stations configured toreceive and retransmit wireless communications. In various embodiments,wireless communications module 120 may be configured to support wirelessmesh networking, as described herein.

In some embodiments, wireless communications module 120 may beconfigured to be physically coupled to transit vehicle 110 and tomonitor the status of a communication link directly or indirectlyestablished between transit vehicle 110 and/or user device 130. Suchstatus information may be provided to controller 112, for example, ortransmitted to other elements of system 100 for monitoring, storage, orfurther processing, as described herein. In addition, wirelesscommunications module 120 may be configured to determine a range toanother device, such as based on time of flight, and provide such rangeto the other device and/or controller 112. Communication linksestablished by communication module 120 may be configured to transmitdata between elements of system 100 substantially continuouslythroughout operation of system 100, where such data includes varioustypes of sensor data, control parameters, and/or other data, asdescribed herein.

Propulsion system 122 may be implemented as one or more motor-basedpropulsion systems, and/or other types of propulsion systems that can beused to provide motive force to transit vehicle 110 and/or to steertransit vehicle 110. In some embodiments, propulsion system 122 mayinclude elements that can be controlled (e.g., by controller 112 and/oruser interface 113) to provide motion for transit vehicle 110 and toprovide an orientation for transit vehicle 110. In various embodiments,propulsion system 122 may be implemented with a portable power supply,such as a battery. In some embodiments, propulsion system 122 may beimplemented with a combustion engine/generator and fuel supply.

For example, in some embodiments, such as when propulsion system 122 isimplemented by an electric motor (e.g., as with many micromobilitytransit vehicles), transit vehicle 110 may include battery 124. Battery124 may be implemented by one or more battery cells (e.g., lithium ionbattery cells) and be configured to provide electrical power topropulsion system 122 to propel transit vehicle 110, for example, aswell as to various other elements of system 100, including controller112, user interface 113, and/or wireless communications module 120. Insome embodiments, battery 124 may be implemented with its own safetymeasures, such as thermal interlocks and a fire-resistant enclosure, forexample, and may include one or more logic devices, sensors, and/or adisplay to monitor and provide visual feedback of a charge status ofbattery 124 (e.g., a charge percentage, a low charge indicator, etc.).

Other modules 126 may include other and/or additional sensors,actuators, communications modules/nodes, and/or user interface devices,for example, and may be used to provide additional environmentalinformation related to operation of transit vehicle 110, for example. Insome embodiments, other modules 126 may include a humidity sensor, awind and/or water temperature sensor, a barometer, an altimeter, a radarsystem, a proximity sensor, a visible spectrum camera or infrared camera(with an additional mount), and/or other environmental sensors providingmeasurements and/or other sensor signals that can be displayed to atransportation requester or rider and/or used by other devices of system100 (e.g., controller 112) to provide operational control of transitvehicle 110 and/or system 100. In further embodiments, other modules 126may include a light, such as a headlight or indicator light, and/or anaudible alarm, both of which may be activated to alert passersby topossible theft, abandonment, and/or other critical statuses of transitvehicle 110. In particular, and as shown in FIG. 1, other modules 126may include camera 148 and/or air quality sensor 150.

Camera 148 may be implemented as an imaging device including an imagingmodule including an array of detector elements that can be arranged in afocal plane array. In various embodiments, camera 148 may include one ormore logic devices (e.g., similar to controller 112) that can beconfigured to process imagery captured by detector elements of camera148 before providing the imagery to communications module 120. Moregenerally, camera 148 may be configured to perform any of the operationsor methods described herein, at least in part, or in combination withcontroller 112 and/or user interface 113 or 132.

In various embodiments, air quality sensor 150 may be implemented as anair sampling sensor configured to determine an air quality of anenvironment about transit vehicle 110 and provide corresponding airquality sensor data. Air quality sensor data provided by air qualitysensor 150 may include particulate count, methane content, ozonecontent, and/or other air quality sensor data associated with commonstreet level sensitivities and/or health monitoring typical when in astreet level environment, such as that experienced when riding on atypical micromobility transit vehicle, as described herein.

Transit vehicles implemented as micromobility transit vehicles mayinclude a variety of additional features designed to facilitate fleetmanagement and rider and environmental safety. For example, as shown inFIG. 1, transit vehicle 110 may include one or more of docking mechanism140, operator safety measures 142, vehicle security device 144, and/oruser storage 146, as described in more detail herein by reference toFIGS. 3A-C.

User interface 132 of user device 130 may be implemented as one or moreof a display, a touch screen, a keyboard, a mouse, a joystick, a knob, asteering wheel, a yoke, and/or any other device capable of acceptinguser input and/or providing feedback to a user, such as transportationrequester or rider. In various embodiments, user interface 132 may beadapted to provide user input (e.g., as a type of signal and/or sensorinformation transmitted by wireless communications module 134 of userdevice 130) to other devices of system 100, such as controller 112. Userinterface 132 may also be implemented with one or more logic devices(e.g., similar to controller 112) that may be adapted to store and/orexecute instructions, such as software instructions, implementing any ofthe various processes and/or methods described herein. For example, userinterface 132 may be adapted to form communication links, transmitand/or receive communications (e.g., infrared images and/or other sensorsignals, control signals, sensor information, user input, and/or otherinformation), for example, or to perform various other processes and/ormethods described herein.

In one embodiment, user interface 132 may be adapted to display a timeseries of various sensor information and/or other parameters as part ofor overlaid on a graph or map, which may be referenced to a positionand/or orientation of transit vehicle 110 and/or other elements ofsystem 100. For example, user interface 132 may be adapted to display atime series of positions, headings, and/or orientations of transitvehicle 110 and/or other elements of system 100 overlaid on ageographical map, which may include one or more graphs indicating acorresponding time series of actuator control signals, sensorinformation, and/or other sensor and/or control signals. In someembodiments, user interface 132 may be adapted to accept user inputincluding a user-defined target heading, waypoint, route, and/ororientation, for example, and to generate control signals to causetransit vehicle 110 to move according to the target heading, route,and/or orientation. In other embodiments, user interface 132 may beadapted to accept user input modifying a control loop parameter ofcontroller 112, for example.

Wireless communications module 134 may be implemented as any wirelesscommunications module configured to transmit and receive analog and/ordigital signals between elements of system 100. For example, wirelesscommunications module 134 may be configured to directly or indirectlytransmit control signals from user interface 132 to wirelesscommunications module 120 or 134. In some embodiments, wirelesscommunications module 134 may be configured to support spread spectrumtransmissions, for example, and/or multiple simultaneous communicationschannels between elements of system 100. In various embodiments,wireless communications module 134 may be configured to monitor thestatus of a communication link established between user device 130and/or transit vehicle 110 (e.g., including packet loss of transmittedand received data between elements of system 100, such as with digitalcommunication links), and/or determine a range to another device, asdescribed herein. Such status information may be provided to userinterface 132, for example, or transmitted to other elements of system100 for monitoring, storage, or further processing, as described herein.In various embodiments, wireless communications module 134 may beconfigured to support wireless mesh networking, as described herein.

Other modules 136 of user device 130 may include other and/or additionalsensors, actuators, communications modules/nodes, and/or user interfacedevices used to provide additional environmental information associatedwith user device 130, for example. In some embodiments, other modules136 may include a humidity sensor, a wind and/or water temperaturesensor, a barometer, a radar system, a visible spectrum camera, aninfrared camera, a GNSS receiver, and/or other environmental sensorsproviding measurements and/or other sensor signals that can be displayedto a transportation requester or rider and/or used by other devices ofsystem 100 (e.g., controller 112) to provide operational control oftransit vehicle 110 and/or system 100 or to process sensor data tocompensate for environmental conditions. As shown in FIG. 1, othermodules 136 may include camera 138.

Camera 138 may be implemented as an imaging device including an imagingmodule including an array of detector elements that can be arranged in afocal plane array. In various embodiments, camera 138 may include one ormore logic devices (e.g., similar to controller 112) that can beconfigured to process imagery captured by detector elements of camera138 before providing the imagery to communications module 120. Moregenerally, camera 138 may be configured to perform any of the operationsor methods described herein, at least in part, or in combination withcontroller 138 and/or user interface 113 or 132.

In general, each of the elements of system 100 may be implemented withany appropriate logic device (e.g., processing device, microcontroller,processor, application specific integrated circuit (ASIC), fieldprogrammable gate array (FPGA), memory storage device, memory reader, orother device or combinations of devices) that may be adapted to execute,store, and/or receive appropriate instructions, such as softwareinstructions implementing a method for providing sensor data and/orimagery, for example, or for transmitting and/or receivingcommunications, such as sensor signals, sensor information, and/orcontrol signals, between one or more devices of system 100.

In addition, one or more non-transitory mediums may be provided forstoring machine readable instructions for loading into and execution byany logic device implemented with one or more of the devices of system100. In these and other embodiments, the logic devices may beimplemented with other components where appropriate, such as volatilememory, non-volatile memory, and/or one or more interfaces (e.g.,inter-integrated circuit (I2C) interfaces, mobile industry processorinterfaces (MIPI), joint test action group (JTAG) interfaces (e.g., IEEE1149.1 standard test access port and boundary-scan architecture), and/orother interfaces, such as an interface for one or more antennas, or aninterface for a particular type of sensor).

Sensor signals, control signals, and other signals may be communicatedamong elements of system 100 and/or elements of other systems similar tosystem 100 using a variety of wired and/or wireless communicationtechniques, including voltage signaling, Ethernet, WiFi, Bluetooth,Zigbee, Xbee, Micronet, Near-field Communication (NFC) or other mediumand/or short range wired and/or wireless networking protocols and/orimplementations, for example. In such embodiments, each element ofsystem 100 may include one or more modules supporting wired, wireless,and/or a combination of wired and wireless communication techniques,including wireless mesh networking techniques. In some embodiments,various elements or portions of elements of system 100 may be integratedwith each other, for example, or may be integrated onto a single printedcircuit board (PCB) to reduce system complexity, manufacturing costs,power requirements, coordinate frame errors, and/or timing errorsbetween the various sensor measurements.

Each element of system 100 may include one or more batteries,capacitors, or other electrical power storage devices, for example, andmay include one or more solar cell modules or other electrical powergenerating devices. In some embodiments, one or more of the devices maybe powered by a power source for transit vehicle 110, using one or morepower leads. Such power leads may also be used to support one or morecommunication techniques between elements of system 100.

FIG. 2 illustrates a block diagram of a dynamic transportation matchingsystem 200 (or multimodal transportation system) incorporating a varietyof transportation modalities in accordance with an embodiment of thedisclosure. For example, as shown in FIG. 2, dynamic transportationmatching system 200 may include multiple embodiments of system 100. Inthe embodiment shown in FIG. 2, dynamic transportation matching system200 includes a management system/server 240 in communication with anumber of transit vehicles 110 a-d and user devices 130 a-b over acombination of a typical wide area network (WAN) 250, WAN communicationlinks 252 (solid lines), a variety of mesh network communication links254 (curved dashed lines), and NFC, RFID, and/or other localcommunication links 256 (curved solid lines). Dynamic transportationmatching system 200 also includes a public transportation status system242 in communication with a variety of public transportation vehicles,including one or more buses 210 a, trains 210 b, and/or other publictransportation modalities, such as ships, ferries, light rail, subways,streetcars, trolleys, cable cars, monorails, tramways, and aircraft. Asshown in FIG. 2, all transit vehicles are able to communicate directlyto WAN 250 and, in some embodiments, may be able to communicate acrossmesh network communication links 254, to convey fleet data and/or fleetstatus data amongst themselves and/or to and from management system 240.

In FIG. 2, user device 130 a may receive an input with a request fortransportation with one or more transit vehicles 110 a-d and/or publictransportation vehicles 210 a-b. For example, the transportation requestmay be a request to use (e.g., hire or rent) one of transit vehicles 110a-d. The transportation request may be transmitted to management system240 over WAN 250, allowing management system 240 to poll status oftransit vehicles 110 a-d and to select one of transit vehicles 110 a-dto fulfill the transportation request. Upon or after one of the transitvehicles 110 a-d is selected to fulfill the transportation request, afulfillment notice from management system 240 and/or from the selectedtransit vehicle 110 a-d may be transmitted to the user device 130 a. Insome embodiments, navigation instructions to proceed to or otherwisemeet with the selected transit vehicle 110 a-d may be sent to the userdevice 130 a. A similar process may occur using user device 130 b, butwhere the transportation request enables a transit vehicle over a localcommunication link 256, as shown.

Management system 240 may be implemented as a server with controllers,user interfaces, communications modules, and/or other elements similarto those described with respect to system 100 of FIG. 1, but withsufficient processing and storage resources to manage operation ofdynamic transportation matching system 200, including monitoringstatuses of transit vehicles 110 a-d, as described herein. In someembodiments, management system 240 may be implemented in a distributedfashion and include multiple separate server embodiments linkedcommunicatively to each other direction and/or through WAN 250. WAN 250may include one or more of the Internet, a cellular network, and/orother wired or wireless WANs. WAN communication links 252 may be wiredor wireless WAN communication links, and mesh network communicationlinks 254 may be wireless communication links between and among transitvehicles 110 a-d, as described herein.

User device 130 a in FIG. 2 includes a display of user interface 132that shows a planned route for a transportation requester or riderattempting to travel from an origination point 260 to a destination 272using different transportation modalities (e.g., a planned multimodalroute), as depicted in a route/street map 286 rendered by user interface132. For example, management system 240 may be configured to monitorstatuses of all available transportation modalities (e.g., includingtransit vehicles and public transportation vehicles) and provide aplanned multimodal route from origination point 260 to destination 272.Such a planned multimodal route may include, for example, a walkingroute 262 from origination point 260 to a bus stop 264, a bus route 266from bus stop 264 to a bus stop 268 (e.g., using one or more of transitvehicles 210 a or 210 b), and a micromobility route 270 (e.g., using oneor more of micromobility transit vehicles 110 b, 110 c, or 110 d) frombus stop 268 to destination 272. Also shown rendered by user interface132 are a present location indicator 280 (indicating a present absoluteposition of user device 130 a on street map 286), a navigationdestination selector/indicator 282 (e.g., configured to allow atransportation requester or rider to input a desired navigationdestination), and a notice window 284 (e.g., used to render vehiclestatus data or other information, including user notices and/or alerts,as described herein). For example, a transportation requester or ridermay use navigation destination selector/indicator 282 to provide and/orchange destination 272, as well as change any portion (e.g., leg, route,etc.) or modality of the multimodal route from origination point 260 todestination 272. In some embodiments, notice window 284 may displayinstructions for traveling to a next waypoint along the determinedmultimodal route (e.g., directions to walk to a bus stop, directions toride a micromobility transit vehicle to a next stop along the route,etc.).

In various embodiments, management system 240 may be configured toprovide or suggest an optimal multimodal route to a transportationrequester or rider (e.g., initially and/or while traversing a particularplanned route), and a transportation requester or rider may select ormake changes to such a route through manipulation of user device 130 a,as shown. For example, management system 240 may be configured tosuggest a quickest route, a least expensive route, a most convenientroute (to minimize modality changes or physical actions a transportationrequester or rider must take along the route), an inclement weatherroute (e.g., that keeps the transportation requester or rider protectedfrom inclement weather a maximum amount of time during route traversal),or some combination of those that is determined as best suited to thetransportation requester or rider, such as based on various userpreferences. Such preferences may be based on prior use of system 200,prior user trips, a desired arrival time and/or departure time (e.g.,based on user input or obtained through a user calendar or other datasource), or specifically input or set by a user (e.g., a transportationrequester or rider) for the specific route, for example, or in general.In one example, origination point 260 may be extremely congested orotherwise hard to access by a ride-share transit vehicle, which couldprevent or significantly increase a wait time for the transportationrequester or rider and a total trip time to arrive at destination 272.In such circumstances, a planned multimodal route may include directingthe transportation requester or rider to walk and/or take a scooter/biketo an intermediate and less congested location to meet a reservedride-share vehicle, which would allow the transportation requester orrider to arrive at destination 272 quicker than if the ride-sharevehicle was forced to meet the transportation requester or rider atorigination point 260. It will be appreciated that numerous differenttransportation-relevant conditions may exist or dynamically appear ordisappear along a planned route that may make it beneficial to usedifferent modes of transportation to arrive at destination 272efficiently, including changes in traffic congestion and/or othertransportation-relevant conditions that occur mid-route, such as anaccident along the planned route. Under such circumstances, managementsystem 240 may be configured to adjust a modality or portion of theplanned route dynamically in order to avoid or otherwise compensate forthe changed conditions while the route is being traversed.

FIGS. 3A, 3B, and 3C illustrate respective diagrams of micromobilitytransit vehicles 110 b, 110 c, and 110 d, which may be integratednetwork systems in accordance with an embodiment of the disclosure. Forexample, transit vehicle 110 b of FIG. 3A may correspond to a motorizedbicycle integrated with the various elements of system 100 and may beconfigured to participate in dynamic transportation matching system 200of FIG. 2. As shown, transit vehicle 110 b includes controller/userinterface/wireless communications module 112/113/120 (e.g., integratedwith a rear fender of transit vehicle 110 b), propulsion system 122configured to provide motive power to at least one of the wheels (e.g.,a rear wheel 322) of transit vehicle 110 b, battery 124 for poweringpropulsion system 122 and/or other elements of transit vehicle 110 b,docking mechanism 140 (e.g., a spade lock assembly) for docking transitvehicle 110 b at a docking station, user storage 146 implemented as ahandlebar basket, and vehicle security device (e.g., an embodiment ofvehicle security device 144 of FIG. 1), which may incorporate one ormore of a locking cable 144 a, a pin 144 b coupled to a free end oflocking cable 144 a, a pin latch/insertion point 144 c, a frame mount144 d, and a cable/pin holster 144 e, as shown (collectively, vehiclesecurity device 144). In some embodiments, controller/userinterface/wireless communications module 112/113/120 may alternativelybe integrated on and/or within a handlebar enclosure 313, as shown.

In some embodiments, vehicle security device 144 may be implemented as awheel lock configured to immobilize rear wheel 322 of transit vehicle110 b, such as by engaging pin 144 b with spokes of rear wheel 322. Inthe embodiment shown in FIG. 3A, vehicle security device 144 may beimplemented as a cable lock configured to engage with a pin latch on adocking station, for example, or to wrap around and/or through a securepole, fence, or bicycle rack and engage with pin latch 144 c. In someembodiments, the vehicle security device 144, such as one or morecomponents of the vehicle security device 144, may be similar to theintegrated lock described in U.S. Pat. No. 10,577,834 B1, entitled“SYSTEMS AND METHODS FOR MAGNET-EQUIPPED LOCKS,” which is incorporatedherein in its entirety for all purposes. In various embodiments, vehiclesecurity device 144 may be configured to immobilize transit vehicle 110b by default, thereby requiring a transportation requester or rider totransmit a request to management system 240 (e.g., via user device 130)to reserve transit vehicle 110 b before attempting to use transitvehicle 110 b. The request may identify transit vehicle 110 b based onan identifier (e.g., a QR code, a barcode, a serial number, etc.)presented on transit vehicle 110 b (e.g., such as by user interface 113on a rear fender of transit vehicle 110 b). Once the request isapproved, management system 240 may transmit an unlock signal to transitvehicle 110 b (e.g., via network 250). Upon receiving the unlock signal,transit vehicle 110 b (e.g., controller 112 of transit vehicle 110 b)may release vehicle security device 144 and unlock rear wheel 322 oftransit vehicle 110 b.

Transit vehicle 110 c of FIG. 3B may correspond to a motorizedsit-scooter integrated with the various elements of system 100 and maybe configured to participate in dynamic transportation matching system200 of FIG. 2. As shown in FIG. 3B, transit vehicle 110 c includes manyof the same elements as those discussed with respect to transit vehicle110 b of FIG. 3A. For example, transit vehicle 110 c may include userinterface 113, propulsion system 122, battery 124, controller/wirelesscommunications module/cockpit enclosure 112/120/312, user storage 146(e.g., implemented as a storage recess), and operator safety measures142 a and 142 b, which may be implemented as various types ofheadlights, programmable light strips, and/or reflective strips.

Transit vehicle 110 d of FIG. 3C may correspond to a motorized stand orkick scooter integrated with the various elements of system 100 and maybe configured to participate in dynamic transportation matching system200 of FIG. 2. As shown in FIG. 3C, transit vehicle 110 d includes manyof the same elements as those discussed with respect to transit vehicle110 b of FIG. 3A. For example, transit vehicle 110 d may include userinterface 113, propulsion system 122, battery 124, controller/wirelesscommunications module/cockpit enclosure 112/120/312, and operator safetymeasures 140, which may be implemented as various types programmablelight strips and/or reflective strips, as shown.

FIG. 3D illustrates a docking station 300 for docking transit vehicles(e.g., transit vehicles 110 c, 110 e, and 110 g, etc.) according to oneembodiment. As shown, docking station 300 may include multiple bicycledocks, such as docks 302 a-e. In this example, a single transit vehicle(e.g., any one of electric bicycles 304 a-d) may dock in each of thedocks 302 a-e of the docking station 300. Each of the docks 302 a-e mayinclude a lock mechanism for receiving and locking docking mechanism 140of the electric bicycles 304 a-d. In some embodiments, once a transitvehicle is docked in a bicycle dock, the dock may be electronicallycoupled to the transit vehicle (e.g., controllers 312 a-d of the transitvehicle) via a link such that the transit vehicle and the dock maycommunicate with each other via the link.

A transportation requester or rider may use a user device (e.g., userdevice 130) to use a micromobility transit vehicle 110 b-d that isdocked in one of the bicycle docks 302 a-e by transmitting a request tomanagement system 240. Once the request is processed, management system240 may transmit an unlock signal to a micromobility transit vehicle 110b-d docked in the dock and/or the dock via network 250. The dockingstation 300 may automatically unlock the lock mechanism to release themicromobility transit vehicle 110 b-d based on the unlock signal. Insome embodiments, each of the docks 302 a-e may also be configured tocharge batteries (e.g., batteries 324 a-c) of the electric bicycle 304a-d, respectively, when the electric bicycle 304 a-d are docked at thedocks 302 a-e. In some embodiments, docking station 300 may also beconfigured to transmit information associated with the docking station300 (e.g., a number of transit vehicles docked at the docking station300, charge statuses of the docked transit vehicles, etc.) to themanagement system 240.

FIG. 4 illustrates a diagram of a docking station 400 for docking one ormore micromobility transit vehicles (e.g., micromobility transit vehicle402) in accordance with an embodiment of the disclosure. Depending onthe application, the micromobility transit vehicle 402 may be similar toany one of transit vehicles 110 b, 110 c, or 110 d, described above.Similar to docking station 300, the docking station 400 may include oneor more racks 404 or docks in which to park one or more micromobilitytransit vehicles 402. For example, the docking station 400 may includemultiple racks 404 each configured to receive one or more micromobilitytransit vehicles 402, as explained more fully below.

As described herein, the docking station 400 may include a lightweightcharacteristic. For example, the docking station 400 may include asmaller footprint, form factor, visual weight, among others, or anycombination thereof compared to legacy stations. Visual weight may referto the docking station's visual mass, visual impact, or visualcharacteristic of attracting and interacting with an observer's eye orvision (e.g., how much an observer's eye thinks the docking stationweighs, the visual effect of pulling an observer's eye, etc.). Thelightweight characteristic may allow the docking station 400 to beinstalled or placed in a greater number of locations compared to legacystations. For instance, the lightweight characteristic (e.g., smallerfootprint, form factor, and/or visual weight) may allow the dockingstation 400 to be installed or placed in areas with smaller sizeconstraints. In addition, the lightweight characteristic (e.g., smallerfootprint, form factor, and/or visual weight) may satisfy the designguidelines of a greater number of municipalities, and may appeal more tothe public and/or transportation requesters or riders, compared tolegacy stations.

The lightweight characteristic may be the result of many configurations.For instance, the docking station 400 may include a smaller number ofparts, similar elements with smaller dimensions/weight, one or moreparts having a combination of features, or any combination thereofcompared to legacy stations. In some embodiments, the lightweightcharacteristic may be the result of the overall design of the dockingstation 400 or the components themselves. For example, one or morestructures of the docking station 400 may be minimized in size and/orshape while still providing adequate strength for securing micromobilitytransit vehicle 402, preventing theft of the micromobility transitvehicle 402, etc. In one embodiment, the material type may be selectedto provide a lightweight characteristic (e.g., lightweight metal type,smaller gauge material, perforations, and/or strategically placedcutouts or reliefs, etc.).

In some embodiments, the docking station 400 may be modular to tailorthe docking station 400 to a location, requirement, locale-specificregulation, or the like. For example, multiple racks 404 may beconnected to define the docking station 400 of a desired size (e.g.,greater number of racks 404 connected to define a larger docking station400 suited for a larger area, smaller number of racks 404 connected todefine a smaller docking station 400 suited for a smaller area, etc.).In such embodiments, the racks 404 may be connected end-to-end until thedocking station 400 has a desired size. The modularity of the dockingstation 400 may also allow one or more racks 404 to be added to orremoved from the docking station 400, such as after initial installationor assembly, based on use, demand, changing requirements or regulations,or the like.

As shown, each rack 404 may include a base 410 and an anchor 412extending from the base 410. The base 410 may be defined by a first bar416 and a second bar 418 extending in a spaced relationship. Forexample, the first bar 416 and the second bar 418 may extendhorizontally in a parallel relationship. The first bar 416 and thesecond bar 418 may be formed from an extruded material. The first bar416 and the second bar 418 may include a profile providing a functionalcharacteristic of the docking station 400. For example, the profile ofthe first bar 416 and the second bar 418 may be integrated with a ramp422 to aid insertion of the micromobility transit vehicle 402 into thedocking station 400, such as to facilitate the micromobility transitvehicle 402 riding up onto the base 410 of the docking station 400.

Extending between the first bar 416 and the second bar 418 may be one ormore platforms 430 for receiving a portion of the micromobility transitvehicle 402. For instance, each platform 430 may include a tire recess432 for receiving a portion of a tire of micromobility transit vehicle402 (e.g., the rear tire of a bicycle, the front tire of a scooter orsit-scooter, etc.). The tire recess 432 may be defined as a cutout,depression, or hole in the platform 430. In such embodiments, the tirerecess 432 may be defined to properly position the micromobility transitvehicle 402 within the rack 404. For example, when the tire of themicromobility transit vehicle 402 is received within the tire recess 432of the platform 430, the micromobility transit vehicle 402 may bepositioned properly to lock the micromobility transit vehicle 402 to theanchor 412, as described below. For example, the tire recess 432 maycenter the tire of the micromobility transit vehicle 402 between thefirst bar 416 and the second bar 418 or position the tire of themicromobility transit vehicle 402 closer to one of the first bar 416 andthe second bar 418 to properly align the micromobility transit vehicle402 with the anchor 412.

In one embodiment, the one or more platforms 430 may include a firstplatform 430 a for receiving a first vehicle type, a second platform 430b for receiving a second vehicle type, and so on. For instance, thefirst platform 430 a may be configured to receive a tire of a bicycle(e.g., transit vehicle 110 b), the second platform 430 b may beconfigured to receive a tire of a sit-scooter (e.g., transit vehicle 110c), and so on. In such embodiments, the first platform 430 a and thesecond platform 430 b may be distinguished by the size and shape oftheir respective cutouts 432. For instance, the tire recess 432 of thefirst platform 430 a may be larger in length and/or width to accommodatethe specific size tire of the bicycle, and the tire recess 432 of thesecond platform 430 b may be smaller in length and/or width toaccommodate the specific size tire of the sit-scooter. As shown, thefirst platform 430 a may extend on one side of the anchor 412, and thesecond platform 430 b may extend on another side of the anchor 412,although other configurations are contemplated. In some embodiments,each of the first platform 430 a and the second platform 430 b mayinclude multiple cutouts 432 for the different vehicle types.

The anchor 412 may include many configurations forming a support fromwhich to lock the micromobility transit vehicle 402. For example, theanchor 412 may form a stanchion or other structure to which to lock themicromobility transit vehicle 402. As shown, the anchor 412 may extenduprightly (e.g., vertically) from the base 410. The anchor 412 mayinclude tubing 440 and a rack plate 442 connected to the tubing 440, thetubing 440 extending around the rack plate 442 from the first bar 416 tothe second bar 418. The tubing 440 and/or rack plate 442 may beconfigured to provide a lightweight characteristic of the dockingstation 400. For example, the rack plate 442 may be formed from aperforated sheet of material (e.g., round hole perforated metal) tolighten the physical and visual weight of the anchor 412. In oneembodiment, the anchor 412 may include iconography for aiding a rider indocking the micromobility transit vehicle 402. For example, one side ofthe rack plate 442 may include iconography associated with theconfiguration of the first platform 430 a (e.g., for receiving a firstvehicle type), and the other side of the rack plate 442 may includeiconography associated with the configuration of the second platform 430b (e.g., for receiving a second vehicle type).

The anchor 412 may have a geometry configured to interface with alocking device 444 of the micromobility transit vehicle 402. The lockingdevice 444 may be similar to the vehicle security device 144, describedabove, such as being similar to the integrated lock described in U.S.Pat. No. 10,577,834 B1. Specifically, the locking device 444 may includea locking cable 446, a locking pin coupled to a free end of the lockingcable 446, and a pin latch secured to the micromobility transit vehicle402. The locking cable 446 may be similar to locking cable 144 a, thelocking pin may be similar to pin 144 b, and the pin latch may besimilar to pin latch 144 c, described above. In general, to lock themicromobility transit vehicle 402, the locking cable 446 may be wrappedaround and/or through a secure structure (e.g., pole, fence, bicyclerack, etc.) to engage the locking pin with the pin latch. The lockingdevice 444 may be integrated with the micromobility transit vehicle 402.For example, the pin latch may be integrated with the frame, fender, orother portion of the micromobility transit vehicle 402. In oneembodiment, the locking device 444 may be of a type specific to themicromobility transit vehicle 402. For instance, transit vehicle 110 bmay include a first locking device unique to its vehicle type, transitvehicle 110 c may include a second locking device unique to its vehicletype, and transit vehicle 110 d may include a third locking deviceunique to its vehicle type, such as unique in location, type, etc.

As shown, each rack 404 may include a lock hole 448 sized and shaped toalign with the locking device 444 to permit locking of the micromobilitytransit vehicle 402 to the anchor 412. For example, a vertical positionof the lock hole 448 within the rack plate 442 may be set at a heightsimilar or identical to the height of the pin latch when the tire of themicromobility transit vehicle 402 is positioned within the tire recess432 of the platform 430. Additionally, a lateral position of the lockhole 448 within the rack plate 442 may be set to align with the lockingdevice 444 when the tire of the micromobility transit vehicle 402 ispositioned within the tire recess 432 of the platform 430. In thismanner, the lock hole 448 may align with the locking device 444 when themicromobility transit vehicle 402 is docked within the docking station400. Once the locking device 444 is aligned with the lock hole 448, thelocking cable 446 may be passed through the lock hole 448 to engage thelocking pin with the pin latch through the lock hole 448 to lock themicromobility transit vehicle 402 to the anchor 412.

As shown, the lock hole 448 may be defined in the rack plate 442,although other configurations are contemplated. For example, the lockhole 448 may be defined at least partially by the tubing 440. In someembodiments, the lock hole 448 may be defined by or through othercomponents of the rack 404. The lock hole 448 may be definedasymmetrically or symmetrically in the rack plate 442. For example, thelock hole 448 may be defined nearer one side of the anchor 412.

Each rack 404 may include one or more alignment features configured toalign the lock hole 448 with a respective locking device 444 of eachmicromobility transit vehicle docked to the docking station 400. Forexample, the base 410 (e.g., the ramp 422 and/or platform 430) may beconfigured to elevate the micromobility transit vehicle 402 to align thelocking device 444 of the micromobility transit vehicle 402 with thelock hole 448 (e.g., such that the pin latch aligns with the lock hole448 to enable locking with the locking pin). In some embodiments,receipt of at least a portion of the tire of the micromobility transitvehicle 402 within the tire recess 432 may further align the lockingdevice 444 of the micromobility transit vehicle 402 with the lock hole448. In this manner, the ramp 422 and/or platform 430 may verticallyalign the locking device 444 of the micromobility transit vehicle 402with the lock hole 448 and the tire recess 432 may laterally align thelocking device 444 of the micromobility transit vehicle 402 with thelock hole 448.

Should the micromobility transit vehicle 402 be improperly positionedwithin the rack 404 (e.g., improperly positioned on the platform orpositioned on a platform meant for a different vehicle type), the lockhole 448 will not align with the locking device 444 and themicromobility transit vehicle 402 may not be locked to the dockingstation 400. In addition, the interface between the lock hole 448 andthe locking device 444 may limit undesired locking of third-partyvehicles to the docking station 400. For example, the position of thelock hole 448 within the rack plate 442 may prevent use of a U-lock tolock an unwanted third-party vehicle to the docking station 400. Assuch, the geometry of the rack 404 may promote proper locking of themicromobility transit vehicle 402 to the docking station 400, limitundesired locking of unwanted vehicles to the docking station 400, orotherwise provide a desired characteristic of the docking station 400.

The docking station 400 may be positioned for a desired sighting and/orlayout. For instance, the docking station 400 may be positioned withinor near the curb of a street for parklet sighting/parking. In suchembodiments, the micromobility transit vehicle 402 may be parked nose intowards the curb, with the micromobility transit vehicle 402 removedfrom the docking station 400 by backing up into the street. In someembodiments, the docking station 400 may be positioned on the sidewalknear a building or other structure for sidewalk sighting/parking. Insuch embodiments, the micromobility transit vehicle 402 may be parkednose in towards the building or structure, with the micromobilitytransit vehicle 402 removed from the docking station 400 by backing upinto the sidewalk. In some embodiments, the racks 404 may be configuredto allow or promote bi-directional parking or directional parking. Forexample, the configuration of the lock hole 448 and tire recess 432 mayonly allow the micromobility transit vehicle 402 to be parked in onedirection relative to the rack 404 (such as to promote the parklet orsidewalk sighting/parking described above or to reduce vehiclecongestion within the docking station 400). In other embodiments, thelock hole 448 and tire recess 432 configuration may allow bi-directionalparking to increase parking capacity at each docking station 400.

FIG. 5 illustrates a diagram of alternative geometries for the dockingstation 400 in accordance with an embodiment of the disclosure. As shownin FIG. 5, the lock hole 448 may include many configurations. In oneembodiment, the lock hole 448 may have a size and shape unique to thetype of vehicle to be locked to the docking station 400. For example,lock hole 448 a may be circular or substantially circular to align orotherwise interface with the locking device 444 of a first vehicle type(e.g., transit vehicle 110 b). Lock hole 448 b may be pill shaped andextend horizontally along the rack plate 442 to align or otherwiseinterface with the locking device 444 of a second vehicle type (e.g., atandem bike). In some embodiments, lock hole 448 c may be pill shapedbut extend diagonally along the rack plate 442 to align or otherwiseinterface with the locking device 444 of a third vehicle type (e.g.,transit vehicle 110 c or 110 d). In some embodiments, the lock hole 448may have a size and/or shape unique to multiple vehicle types. Forexample, in addition to accommodating the third vehicle type, thediagonal pill-shaped lock hole 448 c may also accommodate the firstvehicle type. In this manner, the lock hole 448 may be configured toalign with the locking device 444 of at least two vehicle types.

FIG. 6 illustrates a diagram of a first side of a beacon 454 of thedocking station 400 in accordance with an embodiment of the disclosure.FIG. 7 illustrates a diagram of a second side of the beacon 454 inaccordance with an embodiment of the disclosure. Referring to FIGS. 6and 7, the beacon 454 may be formed as a panel, sign, or other structurevisually distinguishing or setting off the docking station 400. Thebeacon 454 may be similar to the anchor 412 described above. Forexample, the beacon 454 may include tubing 456 surrounding a panel 458.The beacon 454 may include a design similar to the anchor 412. Forexample, the beacon 454 may include similar curvatures, form factor,visual weight, or the like. As shown in FIG. 4, the beacon 454 mayinclude a width similar or identical to the anchor 412 but a heightgreater than the anchor 412. In this manner, the beacon 454 may be avisually distinguishing feature of the docking station 400 to facilitateidentification or location of the docking station 400.

Referring to FIGS. 6 and 7, the beacon 454 may have a first side 460(see FIG. 6) and a second side 462 (see FIG. 7). The first side 460 maybe a front side and face away from the micromobility transit vehicle 402in the docking station 400 (e.g., facing oncoming traffic). The secondside 462 may be a back side and face the micromobility transit vehicle402 in the docking station 400. The first side 460 and the second side462 may include instructions and/or iconography related to use of thedocking station 400 and/or the micromobility transit vehicle 402. Thefirst side 460 and the second side 462 may include the same or differentinstructions/iconography. For instance, the first side 460 may includeone or more instructions or tips related to unlocking the micromobilitytransit vehicle 402 from the docking station 400 and/or riding themicromobility transit vehicle 402. The second side 462 may include oneor more instructions or tips related to parking the micromobilitytransit vehicle 402 and/or locking the micromobility transit vehicle 402to the docking station 400. In this manner, the front side may bevisible to and/or designed for a transportation requester or rider asthe transportation requester/rider approaches the docking station 400 touse the micromobility transit vehicle 402. In like manner, the secondside 462 may be visible to and/or designed for the transportationrequester or rider as the transportation requester/rider approaches thedocking station 400 to park the micromobility transit vehicle 402.

The docking station 400 may include other features. For example, thedocking station 400 may include one or more sensors configured toelectronically couple one or more micromobility transit vehicles 402 tothe docking station 400. The sensor(s) may passively communicate withone or more electronics or electronic devices of the micromobilitytransit vehicles 402. In such embodiments, the passive sensor(s) of thedocking station 400 may passively pair with one or more micromobilitytransit vehicles 402 when docked in the docking station 400. Thispairing may allow the docking station 400 (or other component of system100 or system 200) to determine or detect how many micromobility transitvehicles 402 are parked in the docking station 400, what type ofmicromobility transit vehicles 402 are parked in the docking station400, how many of each type of micromobility transit vehicle 402 isparked in the docking station 400, how many parking spots are availablein the docking station 400, how many parking spots are available foreach type of micromobility transit vehicle 402, how many micromobilitytransit vehicles 402 are parked properly in the docking station 400, howmany micromobility transit vehicles 402 are improperly parked in thedocking station 400, or the like. Such determinations may becommunicated to other components of system 100 or system 200, such as touser device 130, management system 240, or the like.

The pairing between the docking station 400 and the micromobilitytransit vehicle 402 may occur via many communication protocols. Forexample, the micromobility transit vehicle 402 may be paired to thedocking station 400 through radio-frequency identification, near-fieldcommunication, or Bluetooth technologies, among others. Depending on theapplication, the micromobility transit vehicle 402 may be paired to thedocking station 400 generally or to the individual rack 404 of thedocking station 400 at which the micromobility transit vehicle 402 isparked. Pairing of the micromobility transit vehicle 402 to anindividual rack 404 of the docking station 400 may allow the dockingstation 400 (or other component of system 100 or system 200) todetermine or detect how many micromobility transit vehicles 402 areparked in each rack 404, what type of micromobility transit vehicles 402are parked in each rack 404, how many of each type of micromobilitytransit vehicle 402 is parked in each rack 404, how many parking spotsare available in each rack 404, how many parking spots are available foreach type of micromobility transit vehicle 402 in each rack 404, howmany micromobility transit vehicles 402 are parked properly in each rack404, how many micromobility transit vehicles 402 are improperly parkedin each rack 404, or the like. Such determinations may be communicatedto other components of system 100 or system 200, such as to user device130, management system 240, or the like.

Like docking station 300, docking station 400 may be configured tocharge the micromobility transit vehicle 402. For example, the dockingstation 400 may include one or more chargers, such as one or morechargers at each rack 404, each configured to charge one or morebatteries of the micromobility transit vehicle 402. In some embodiments,the charge status of each micromobility transit vehicle 402 docked atdocking station 400 may be communicated to the docking station 400 orother component of system 100 or system 200 (e.g., to user device 130,management system 240, or the like).

The docking station 400 may function similar to docking station 300. Forinstance, a request may be generated and sent to the docking station 400to use a micromobility transit vehicle 402 that is docked in one of theracks 404 of the docking station 400. The request may be transmitted tomanagement system 240, such as from user device 130. Once the request isprocessed, management system 240 may transmit an unlock signal to themicromobility transit vehicle 402 docked in the docking station 400and/or the docking station 400 via network 250. The micromobilitytransit vehicle 402 may automatically disengage the locking device 444to unlock the micromobility transit vehicle 402 based on the unlocksignal.

The various communications and links between the docking station 400 andthe micromobility transit vehicle 402 or other component of system 100or system 200 may require the docking station 400 to be “online.” Asdescribed herein in one embodiment, an online docking station is onethat is powered on, fully functioning, and able to communicate with themicromobility transit vehicle 402 or other component of system 100 orsystem 200 (e.g., to user device 130, management system 240, or thelike). In other embodiments, the docking station may still be onlineeven if not fully functioning, such as when a certain feature that doesnot affect the parking or docking described herein is not functioning.Conversely, the docking station 400 may go “offline” due to manyfactors, including loss of signal, disconnection from a communicationslink (e.g., network 250), a dead battery or disconnection from a powersource, or dock mismatch, among others. As described herein, an offlinedocking station is one that is powered off, malfunctioning (either withany feature or only to features needed for the parking or dockingdescribed herein), or unable to communicate with the micromobilitytransit vehicle 402 or other component of system 100 or system 200(e.g., with user device 130, management system 240, or the like). Insome embodiments, a status of the docking station 400 may becommunicated to the micromobility transit vehicle 402 or anothercomponent of system 100 or system 200 (e.g., to user device 130,management system 240, or the like).

FIG. 8 illustrates a diagram of a docking station 464 for docking one ormore micromobility transit vehicles (e.g., any one of micromobilitytransit vehicles 110 b, 110 c, 110 d, or 402) in accordance with anembodiment of the disclosure. Unless otherwise noted below, the dockingstation 464 may be similar to docking station 400, described above, orvice versa. Accordingly, descriptions of like features may be omittedfor sake of clarity.

Similar to docking station 400, the docking station 464 may include oneor more racks 466 or docks in which to park one or more micromobilitytransit vehicles, such as multiple racks 466 each configured to receiveone or more micromobility transit vehicles. The racks 466 may be similarto the racks 404 described above, or vice versa. For example, the racks466 may be modular to tailor the docking station 464 to a location,requirement, locale-specific regulation, or the like. Each rack 466 maybe identical or substantially identical and connectable end-to-end untila desired size of the docking station 464 is achieved. Positioned alongthe one or more racks 466 may be a beacon 468, similar to beacon 454described above, to facilitate identification or location of the dockingstation 464.

Each rack may include a base 470 and an anchor 472 extending from thebase 470 to secure a micromobility transit vehicle. The base 470 mayinclude a platform 474 to which the anchor 472 is secured or attached.As shown, the platform 474 may be generally flat and may include a tirerecess 476 for receiving a portion of a tire of a micromobility transitvehicle to locate the micromobility transit vehicle within the rack 466,such as in a manner described above. For example, receipt of themicromobility transit vehicle's tire within the tire recess 476 mayelevate and/or laterally align the locking device 444 of themicromobility transit vehicle with the anchor 472, as explained below.

The anchor 472 may include a post 478 extending from the base 470 and arack plate 480 extending from the post 478. In some embodiments, theanchor 472 may include an intermediate plate 482 extending between thepost 478 and the rack plate 480. For example, the intermediate plate 482may extend angularly from the post 478 to the rack plate 480 to properlyposition the rack plate 480 in relation to a micromobility transitvehicle, although other configurations are contemplated. The rack plate480 may include a lock hole 484 sized and shaped to align with thelocking device 444 of a micromobility transit vehicle when themicromobility transit vehicle is docked within the rack. For example, avertical and/or lateral position of the lock hole 484 may be set toalign with the locking device 444 of the micromobility transit vehiclewhen the tire of the micromobility transit vehicle is positioned withinthe tire recess 476 of the platform 474. Once the locking device 444 isaligned with the lock hole 484, the locking cable 446 may be passedthrough the lock hole 484 to engage the locking device 444 through thelock hole 484 to lock the micromobility transit vehicle to the anchor472.

The beacon 468 may have a size and/or shape similar to the anchor 472.For example, the beacon 468 may be similarly shaped but taller and/orwider to visually distinguish the beacon 468 from the anchor 472 and/oridentify the docking station 464. The beacon 468 may be similar tobeacon 454 described above, such as including instructions and/oriconography related to use of the docking station 464 and/ormicromobility transit vehicles in general or parked therein.

FIG. 9A illustrates a diagram of a partially cut-away view of thedocking station 464 in accordance with an embodiment of the disclosure.Referring to FIG. 9A, the base 470 may include a substructure 486 and amat 488 surrounding the substructure 486. The anchor 472 may be attachedor secured to the substructure 486 to provide sufficient strength andrigidity to the anchor 472. The substructure 486 may be formed frommetal and may be defined as a plate-like structure. The mat 488 may be arubber mat molded around the substructure 486. Depending on theapplication, the tire recess 476 may be defined with the mat 488 orwithin both the mat 488 and the substructure 486. The mat 488 andsubstructure 486 may define a thickness of the base 470, with edges ofthe mat 488 providing a ramp-like feature to aid insertion of amicromobility transit vehicle into the docking station 464, such as tofacilitate the micromobility transit vehicle riding up onto the base 470and into the tire recess 476. In this manner, the mat 488 and/orsubstructure 486 may provide the elevational and/or lateral positioningof the micromobility transit vehicle described above to align thelocking device 444 of the micromobility transit vehicle with the lockhole 484.

FIGS. 9B-9F illustrate various diagrams of the anchor 472 with somefeatures shown in dotted lines to highlight the anchor 472.Specifically, FIG. 9B illustrates a top, front perspective view of theanchor 472, FIG. 9C illustrates a front elevation view of the anchor472, FIG. 9D illustrates a left elevation view of the anchor, FIG. 9Eillustrates a top, rear perspective view of the anchor 472, and FIG. 9Fillustrates a rear elevation view of the anchor 472 in accordance withan embodiment of the disclosure. The right elevation view of the anchor472 may be a mirror image of FIG. 9D. FIG. 9G illustrates anotherdiagram of the docking station 464 in accordance with an embodiment ofthe disclosure.

FIG. 10 illustrates a diagram of an alternative geometry for the dockingstation 464 in accordance with an embodiment of the disclosure.Specifically, the beacon 468 may include one or more featuresfacilitating use of the docking station 464. For instance, the beacon468 may include a light 490 illuminating the docking station 464 duringlow light conditions. The light 490 may provide general ambient light ormay provide focused lighting on one or more racks 466 of the dockingstation 464. In some embodiments, the light 490 may illuminate based onone or more detected conditions. For example, the light 490 mayilluminate when a micromobility transit vehicle is being removed fromthe docking station 464 or when a micromobility transit vehicle is beinglocked to the docking station 464. In some embodiments, the light 490may illuminate when a threat to the docking station 464 and/or to one ormore of the micromobility transit vehicles docked within the dockingstation 464 is detected. In some embodiments, the light 490 mayilluminate based on a detected movement adjacent to the docking station464.

FIG. 11 illustrates a diagram of an anchor 492 in accordance with anembodiment of the disclosure. Unless otherwise noted, the anchor 492 maybe similar to anchor 472 described above, or vice versa. In someembodiments, the anchor 492 may be configured to provide a dual-purposefunction. For example, the anchor 492 may be configured to receive orsecure multiple micromobility transit vehicles. As shown, the anchor 492may include a post 494 with a recess 496 configured to receive a firstmicromobility transit vehicle (e.g., micromobility transit vehicle 110d), such as via a lock structure within the recess 496. Similar toanchor 472, the anchor 492 may also include a rack plate 498 configuredto secure a second micromobility transit vehicle (e.g., micromobilitytransit vehicle 402), such as in a manner as described above (e.g., vialock hole 484 in alignment with the locking device 444 of the secondmicromobility transit vehicle, etc.). In some embodiments, a lockingcable 446 from each the first micromobility transit vehicle and thesecond micromobility transit vehicle may be received within the lockhole 484 of rack plate 498 to secure the first and second micromobilitytransit vehicles.

FIG. 12 illustrates a first diagram of a user interface 500 inaccordance with an embodiment of the disclosure. Referring to FIG. 12,user interface 500 may be a graphical user interface of an applicationrunning on a mobile computing device 502. The user interface 500 maydisplay information related to use of the micromobility transit vehicle402. For example, user interface 500 may show a travel route for atransportation requester or rider from a first location (e.g., astarting location) to a second location (e.g., a destination), asdepicted in a map window 506 rendered by the user interface 500. In someembodiments, user interface 500 may show a travel route from the firstlocation to the second location using different transportationmodalities (e.g., a planned multimodal route), similar to user interface132 described above. The planned multimodal route may include, forexample, a walking route 510, a micromobility route 512 (e.g., using oneor more of micromobility transit vehicles 110, 110 c, 110 d, or 402), apublic transportation route (e.g., using buses, light rails, or othermass transit options), or any combination thereof.

For example, as shown in FIG. 12, user interface 500 may display awalking route 510 from a starting location 518 to a first dockingstation 520. The starting location 518 may be defined by a first userinput received through the user interface 500. The first user input maybe any user input defining a starting address, location,point-of-interest, or area. In some embodiments, the starting location518 may be defined by the current location of the mobile computingdevice 502, for example, through GPS. The first docking station 520 maybe the station closest to the starting location 518, the closest stationwith available vehicles for use, or a desired station selected throughthe user interface 500. In some embodiments, the user interface 500 maydisplay a plurality of docking stations within a predetermined distancefrom the starting location 518. The predetermined distance may be set byuser input or defined by the map extents of map window 506. In suchembodiments, a second user input may be received through the userinterface 500, the second user input selecting the first docking station520 from the plurality of docking stations displayed in the userinterface 500. Once both the starting location 518 and the first dockingstation 520 (or starting station) are set or selected through the userinterface 500, the walking route 510 may be calculated from the startinglocation 518 to the first docking station 520.

In various embodiments, the statuses of one or more docking stationsnear the starting location 518 may be displayed in the user interface500. The user interface 500 may display the number of transit vehiclesavailable for use, if any, at each displayed docking station, the typeof docking station (e.g., docking station 300 vs. docking station 400,docking station 300 vs. docking station 464, etc., as indicated bydistinct symbols), whether the docking station is online or offline, orthe like. For example, the first docking station 520 is shown in FIG. 12to include two micromobility transit vehicles available for use, withother displayed docking stations showing ten, two, or zero micromobilitytransit vehicles available for use. In some embodiments, the dockingstations displayed within the user interface 500 may be visuallydistinguished within the map window 506 of the user interface 500 basedon docking station status. For example, online stations may bedistinguished by a first color, pattern, and/or symbol, with offlinestations distinguished by a second color, pattern, and/or symbol. Insome embodiments, the statuses displayed may be dynamic and change inreal-time. For instance, as micromobility transit vehicles are removedfrom or parked at each docking station, the displayed status may change.

With continued reference to FIG. 12, the user interface 500 may includean information window 530. Vehicle status data, vehicle information,docking station status and availability, user notices and alerts, andfunctionality prompts/commands may be rendered in the information window530. The information window 530 may be dynamic and render differentinformation or data based on user input received through the userinterface 500. For example, when the first docking station 520 isselected, the location of the first docking station 520, the status ofthe first docking station 520, and the number of available transitvehicles for use, among others, may be rendered in the informationwindow 530. In one embodiment, the information window 530 may include areserve button 532 to reserve a micromobility transit vehicle at thefirst docking station 520 for use, a scan button 534 to scan a uniquecode of a micromobility transit vehicle for use, or the like.

FIG. 13 illustrates a second diagram of the user interface 500 inaccordance with an embodiment of the disclosure. Referring to FIGS. 12and 13, use of a micromobility transit vehicle from the first dockingstation 520 may be provided, such as to a user of the mobile computingdevice 502. For instance, user selection of the reserve button 532 inuser interface 500 may reserve use of a micromobility transit vehicle atthe first docking station 520. As shown in FIG. 13, once themicromobility transit vehicle is reserved, the user interface 500 maynavigate the transportation requester or rider to the first dockingstation 520. Also, the information window 530 may display informationabout the reserved micromobility transit vehicle (e.g., serial number,vehicle range, etc.), a running clock of the ride time, total milesridden, or the like. The information window 530 may also give the optionfor the transportation requester or rider to cancel the reservation(e.g., via a cancel button 536) or scan the reserved micromobilitytransit vehicle at the first docking station 520 to unlock the reservedvehicle from the docking station, such as in a manner described above.

FIG. 14 illustrates a third diagram of the user interface 500 inaccordance with an embodiment of the disclosure. FIG. 15 illustrates afourth diagram of the user interface 500 in accordance with anembodiment of the disclosure. Referring to FIGS. 14 and 15, the userinterface 500 may navigate a transportation requester or rider to adestination 540 while in-ride. The destination 540 may be a seconddocking station 542, point-of-interest, area, address, or otherlocation. The destination 540 may be defined by a third user inputreceived through the user interface 500. The second docking station 542may be the station closest to the destination 540, the closest stationwith available docks for parking the micromobility transit vehicle, or adesired station selected through the user interface 500. In someembodiments, the user interface 500 may display a plurality of dockingstations within a predetermined distance from the destination 540 or thecurrent position of the rider in-ride. The predetermined distance may beset by user input or defined by the map extents of map window 506. Insuch embodiments, a fourth user input received through the userinterface 500 may select the second docking station 542 from theplurality of docking stations displayed in the user interface 500. Oncethe second docking station 542 (or destination station) is set orselected through the user interface 500, the micromobility route 512 maybe calculated to the second docking station 542 to navigate thetransportation requester or rider to the second docking station 542through the user interface 500.

The statuses of one or more docking stations within a predetermineddistance from the destination 540 or the current position of the riderin-ride may be displayed in the user interface 500. The predetermineddistance may be set by user input or defined by the map extents of mapwindow 506. The user interface 500 may display the number of parkingspots or docks available, if any, at each displayed docking station, thetype of docking station (e.g., docking station 300 vs. docking station400, docking station 300 vs. docking station 464, etc., as indicated bydistinct symbols), whether the docking station is online or offline, orthe like. For example, as shown in FIG. 15, the second docking station542 is shown to include available parking in the information window 530.In some embodiments, the user interface 500 may show the number ofavailable parking spots (or docks) at a docking station. In someembodiments, the docking stations displayed within the user interface500 may be visually distinguished within the user interface 500 based ondocking station status. For example, online stations may bedistinguished by a first color, pattern, and/or symbol in the map window506, with offline stations distinguished by a second color, pattern,and/or symbol. In some embodiments, the statuses displayed may bedynamic and change in real-time. For instance, as micromobility transitvehicles are removed from or parked at each docking station, thedisplayed status may change.

FIG. 16 illustrates a fifth diagram of the user interface 500 inaccordance with an embodiment of the disclosure. Referring to FIG. 16,the user interface 500 may provide a notification or warning when thesecond docking station 542 (or destination station) is full,unavailable, or offline. For instance, the user interface 500 mayvisually distinguish the full, unavailable, or offline docking stationin the map window 506. A notification or warning may also be provided inthe information window 530 of the user interface 500. The notificationmay be a push notification, an in-app notification, an email, a voicecall, or the like. In some embodiments, an alternative docking stationmay be suggested (e.g., within the information window 530) if the seconddocking station 542 is full, unavailable, or offline.

FIG. 17 illustrates a flow diagram of a process 550 of determining adocking availability at one or more docking stations in accordance withan embodiment of the disclosure. It should be appreciated that any step,sub-step, sub-process, or block of process 550 may be performed in anorder or arrangement different from the embodiments illustrated by FIG.17. For example, one or more blocks may be omitted from or added to theprocess 550. Although process 550 is described with reference to theembodiments of FIGS. 1-16, process 550 may be applied to otherembodiments.

The one or more docking stations associated with process 550 may besimilar to docking station 400 or docking station 464 described above.For example, each docking station may include one or more racks eachsimilar to rack 404 or rack 466, with a lock hole in a rack plate andone or more alignment features configured to align the lock hole in therack plate with a respective locking device of one or more micromobilitytransit vehicles (e.g., any one of micromobility transit vehicles 110 b,110 c, 110 d, or 402).

In Block 552, process 550 includes identifying at least one rack fromone or more racks of one or more docking stations is available fordocking one or more micromobility transit vehicles. Block 552 mayinclude detecting an occupancy condition of the at least one rack.Detecting the occupancy condition of the at least one rack may includedetecting a pairing status between a passive sensor of the at least onerack and one or more micromobility transit vehicles docked to the atleast one rack.

In some embodiments, detecting the occupancy condition of the at leastone rack may include communicating with one or more micromobilitytransit vehicles docked to the one or more docking stations to cause theone or more docked micromobility transit vehicles to transmit a wirelesssignal and communicating with the one or more docked micromobilitytransit vehicles to determine one or more responses to the wirelesssignal. The at least one available rack from the one or more racks maybe identified based at least on the one or more responses. For example,if the number of received responses is less than the number of racks ofthe one or more docking stations, the difference may determine thenumber of available racks. In some embodiments, the one or moreresponses may identify which rack of the one or more racks is availablefor docking one or more micromobility transit vehicles.

In Block 554, process 550 includes communicating with a mobile computingdevice to display an indication of the at least one rack available fordocking the one or more micromobility transit vehicles. For instance, atcombination of rack availability, rack capacity, rack status, or thelike may be rendered on the mobile computing device 502, as explainedabove. Communicating with the mobile computing device may cause themobile computing device to further display instructions to lock the oneor more micromobility transit vehicles to a rack of the one or moreracks. For example, one or more visual cues, written instructions, orreminders related to locking a micromobility transit vehicle to rack 404or rack 466 may be rendered on the mobile computing device 502.

FIG. 18 illustrates a flow diagram of a process 600 of providing a useof a micromobility transit vehicle in accordance with an embodiment ofthe disclosure. It should be appreciated that any step, sub-step,sub-process, or block of process 600 may be performed in an order orarrangement different from the embodiments illustrated by FIG. 18. Forexample, one or more blocks may be omitted from or added to the process600. Although process 600 is described with reference to the embodimentsof FIGS. 1-16, process 600 may be applied to other embodiments.

In Block 602, process 600 includes receiving, through a user interfaceof an application running on a mobile computing device, a first userinput indicating a starting location. For example, user input may bereceived through user interface defining a starting address, location,point-of-interest, or area, as explained above. The user interface maybe similar to user interface 500 described above.

In Block 604, process 600 includes determining a status of one or moredocking stations within a predetermined distance from the startinglocation. The predetermined distance may be set by user input or definedby the map extents of map window 506. Management system 240 or othercomponent of system 100 or system 200 may determine whether the one ormore docking stations within the predetermined distance from thestarting location are online or offline, how many and/or what type ofmicromobility transit vehicles are available for use in the one or moredocking stations, the charge status of each micromobility transitvehicle parked at the one or more docking stations, or docking stationtype, among others, based on data received from the one or more dockingstations within the predetermined distance from the starting location.

In Block 606, process 600 includes receiving, through the user interfacedisplaying the status, a second user input selecting a starting stationfrom the one or more docking stations. For instance, user input may bereceived through user interface selecting a docking station from thedisplayed one or more docking stations.

In Block 608, process 600 includes providing a use of a micromobilitytransit vehicle from the starting station to a transportation requesteror rider. For example, micromobility transit vehicle may be reserved orunlocked from docking station, such as via user interface, as describedabove.

In Block 610, process 600 may include receiving, through the userinterface, a third user input defining a destination for the use. Forexample, user input may be received through user interface defining apoint-of-interest, area, address, or other desired destination location.

In Block 612, process 600 may include determining a status of one ormore docking stations within a predetermined distance from thedestination. The predetermined distance may be set by user input ordefined by the map extents of map window 506. Management system 240 orother component of system 100 or system 200 may determine whether theone or more docking stations within the predetermined distance from thedestination are online or offline, how many parking spots or racks areavailable at the one or more docking stations, how many parking spots orracks are available for different types of micromobility transitvehicles, or docking station type, among others, based on data receivedfrom the one or more docking stations within the predetermined distancefrom the destination.

In Block 614, process 600 may include displaying the status on the userinterface. For instance, the user interface may visually display thestatus through color, pattern, and/or symbol differentiation within oneor more windows rendered on the user interface. In this manner, the oneor more docking stations may be visually distinguished within the userinterface based on status. In some embodiments, the displayed status maychange (e.g., dynamically or automatically) as a change in status isdetected or determined for the one or more docking stations.

In Block 616, process 600 may include receiving, through the userinterface, a fourth user input selecting a destination station from theone or more docking stations within the predetermined distance from thedestination. The destination station may be similar to docking station.Specifically, the destination station may include a rack having ageometry configured to interface with a locking device integrated withthe micromobility transit vehicle. For instance, the rack may include ahole sized and shaped to align with the locking device to permit lockingof the micromobility transit vehicle to the rack. In some embodiments,the destination station may include a passive sensor configured topassively pair with the micromobility transit vehicle. The pairing mayallow one or more characteristics of the destination station to bedetermined or detected, as explained above. In such embodiments, process600 may include pairing the micromobility transit vehicle to the passivesensor at the destination station (Block 618) and upon or after thepairing, updating the status of the destination station based on thepairing (Block 620).

In Block 622, process 600 may include navigating the transportationrequester or rider to the destination station through the userinterface. In Block 624, process 600 may include determining a status ofone or more docking stations within a predetermined distance from acurrent position of the rider while in ride. The predetermined distancemay be set by user input or defined by the map extents of map window506. Management system 240 or other component of system 100 or system200 may determine whether the one or more docking stations within thepredetermined distance from the rider's current position are online oroffline, how many parking spots or racks are available at the one ormore docking stations, how many parking spots or racks are available fordifferent types of micromobility transit vehicles, or docking stationtype, among others. In this manner, the rider may be able to checkparking availability while in-ride.

FIG. 19 illustrates a flow diagram of a process 650 of managing a systemof docking stations and micromobility transit vehicles in accordancewith an embodiment of the disclosure. It should be appreciated that anystep, sub-step, sub-process, or block of process 650 may be performed inan order or arrangement different from the embodiments illustrated byFIG. 19. For example, one or more blocks may be omitted from or added tothe process 650. Although process 650 is described with reference to theembodiments of FIGS. 1-16, process 650 may be applied to otherembodiments.

In Block 652, process 650 may include determining a status of one ormore docking stations within a predetermined distance from a firstlocation. The predetermined distance may be set by user input or definedby the map extents of map window 506. Management system 240 or othercomponent of system 100 or system 200 may determine whether the one ormore docking stations within the predetermined distance from the firstlocation are online or offline, how many and/or what type ofmicromobility transit vehicles are available for use in the one or moredocking stations, the charge status of each micromobility transitvehicle parked at the one or more docking stations, or docking stationtype, among others. The first location may be a starting locationdefined by a first user input received through a user interface of anapplication running on a mobile computing device. In some embodiments,the first location may be a current location of the mobile computingdevice, as defined, for example, through GPS. The user interface may besimilar to user interface 500 described above.

In Block 654, process 650 includes providing a use of a micromobilitytransit vehicle from a first docking station at the first location. Forexample, the micromobility transit vehicle may be rented from the firstdocking station to the transportation requester or rider. The firstdocking station may be an online station of the one or more dockingstations within the predetermined distance from the first location.

In Block 656, process 650 includes determining a second location for theuse. In some embodiments, the second location may be determined based onthe use of the micromobility transit vehicle. For example, the secondlocation may be determined based on a reservation of the micromobilitytransit vehicle (e.g., second location provided at time of use), basedon a rental agreement associated with the micromobility transit vehicle(e.g., must return to same location, must return to location designatedin agreement, etc.), based on transportation or rider history, etc. Thesecond location may be a destination defined by a second user inputreceived through the user interface.

In Block 658, process 650 may include navigating a user to at least oneof the first location and the second location through the userinterface. For example, a transportation requester or rider may benavigated to at least one of the first location and the second locationthrough the user interface.

In Block 660, process 650 includes determining a status of one or moredocking stations within a predetermined distance from the secondlocation. The predetermined distance may be set by user input or definedby the map extents of map window 506. Block 660 may include at least oneof determining whether the one or more docking stations are online oroffline, determining how many micromobility transit vehicles areavailable for rent at the one or more docking stations, or determininghow many parking locations are available at the one or more dockingstations.

In Block 662, process 650 includes detecting an occupancy condition at asecond docking station of the one or more docking stations within thepredetermined distance from the second location. The second dockingstation may be similar to docking station 400 or docking station 464.For instance, the second docking station may include a rack having ageometry configured to interface with a locking device integrated withthe micromobility transit vehicle. For instance, the rack may include alock hole sized and shaped to align with the locking device to permitlocking of the micromobility transit vehicle to the rack. In oneembodiment, the hole may be sized and shaped to align with a latch ofthe locking device to lock the micromobility transit vehicle to therack.

In some embodiments, the second docking station may include a passivesensor configured to passively pair with the micromobility transitvehicle. The pairing may allow one or more characteristics of thedestination station to be determined or detected, as explained above. Insuch embodiments, Block 664 may include detecting a pairing statusbetween the micromobility transit vehicle and the passive sensor of thesecond docking station.

In Block 666, process 650 includes updating, upon or after thedetecting, the status of the second docking station based on theoccupancy condition. In one embodiment, as one or more micromobilitytransit vehicles are parked, locked, or otherwise docked to the seconddocking station, or as one or more micromobility transit vehicles arerented, unlocked, or otherwise removed from the second docking station,the status of the second docking station may be updated. For example,the number of available parking spots, number of available micromobilitytransit vehicles for use, or the like may be updated upon or afterdetecting of the occupancy condition. In Block 668, process 650 mayinclude generating and sending a notification of a change to the statusof the one or more docking stations within the predetermined distancefrom the second location for display on a mobile computing device (e.g.,on the user interface). For instance, if a docking station changesstatus from online to offline, from available to unavailable, or thelike, a notification may be generated and sent for display on the mobilecomputing device. The notification may be a push notification, an in-appnotification, an email, a voice call, or the like.

FIG. 20 illustrates a flow diagram of a process 680 of managing a systemof docking stations in accordance with an embodiment of the disclosure.It should be appreciated that any step, sub-step, sub-process, or blockof process 680 may be performed in an order or arrangement differentfrom the embodiments illustrated by FIG. 20. For example, one or moreblocks may be omitted from or added to the process 680. Although process680 is described with reference to the embodiments of FIGS. 1-16,process 680 may be applied to other embodiments.

In Block 682, process 680 includes receiving a request, through a userinterface of an application running on a mobile computing device of auser, for a use of a micromobility transit vehicle. For instance, amicromobility transit vehicle may be rented or otherwise requested by atransportation requester or rider through the user interface, such asvia user input received through the user interface. The user interfacemay be similar to user interface 500 described above.

In Block 684, process 680 includes providing use of the micromobilitytransit vehicle to the user from a first docking station. For example,the micromobility transit vehicle may be rented to or reserved for thetransportation requester or rider, such as in a manner as describedabove. In Block 686, process 680 may include navigating thetransportation requester or rider to the first docking station throughthe user interface upon or after the providing. For instance, after themicromobility transit vehicle is rented to or reserved for thetransportation requester or rider, the transportation requester or ridermay be navigated to the first docking station through the userinterface.

In Block 688, process 680 includes determining a destination for the usebased on either the request or an input received through the userinterface. For instance, the destination may be determined based on areservation of the micromobility transit vehicle (e.g., destinationprovided by user with the request) or the transportation requester orrider may enter a destination within the user interface.

In Block 690, process 680 includes determining a status of one or moredocking stations within a predetermined distance from the destination.Block 690 may include determining a number of parking locationsavailable at the one or more docking stations, determining whether theone or more docking stations are online or offline, or the like.

In Block 692, process 680 includes displaying the status on the userinterface. For example, the user interface may visually display thestatus through color, pattern, and/or symbol differentiation within oneor more windows rendered on the user interface. In some embodiments, thedisplayed status may change (e.g., dynamically or automatically) as achange in status is detected or determined for the one or more dockingstations.

In Block 694, process 680 includes receiving, through the userinterface, a user input selecting a second docking station from the oneor more docking stations within the predetermined distance from thedestination. The second docking station may be similar to dockingstation 400 or docking station 464 described above. For example, thesecond docking station may include a rack having a geometry configuredto interface with a locking device integrated with the micromobilitytransit vehicle, such as a hole sized and shaped to align with a latchof the locking device to permit locking of the micromobility transitvehicle to the rack. The second docking station may include a passivesensor configured to passively pair with the micromobility transitvehicle. In such embodiments, process 680 may include pairing themicromobility transit vehicle to the passive sensor at the seconddocking station (Block 696), and upon or after the pairing, updating thestatus of the second docking station based on the pairing (Block 698).

In Block 700, process 680 includes navigating the transportationrequester or rider to the second docking station through the userinterface. In Block 702, process 680 may include determining a status ofone or more docking stations within a predetermined distance from acurrent position of the transportation requester or rider while in ridefrom the first docking station to the second docking station. Thepredetermined distance may be set by user input or defined by the mapextents of map window 506. Management system 240 or other component ofsystem 100 or system 200 may determine whether the one or more dockingstations within the predetermined distance from the rider's currentposition are online or offline, how many parking spots or racks areavailable at the one or more docking stations, how many parking spots orracks are available for different types of micromobility transitvehicles, or docking station type, among others. In this manner, therider may be able to check parking availability while in-ride.

In Block 704, process 680 may include generating and sending anotification when the second docking station is or becomes offline fordisplay on the user interface. The notification may be a pushnotification, an in-app notification, an email, a voice call, or thelike. In Block 706, process 680 may include suggesting an alternativedocking station within a predetermined distance from the destinationthat is online. The predetermined distance may be set by user input ordefined by the map extents of map window 506. The alternative dockingstation may be highlighted within the user interface or a notification(e.g., a push notification, an in-app notification, an email, or voicecall) containing the suggested alternative docking station may begenerated and sent.

Where applicable, various embodiments provided by the present disclosurecan be implemented using hardware, software, or combinations of hardwareand software. Also, where applicable, the various hardware componentsand/or software components set forth herein can be combined intocomposite components comprising software, hardware, and/or both withoutdeparting from the spirit of the present disclosure. Where applicable,the various hardware components and/or software components set forthherein can be separated into sub-components comprising software,hardware, or both without departing from the spirit of the presentdisclosure. In addition, where applicable, it is contemplated thatsoftware components can be implemented as hardware components, andvice-versa.

Software in accordance with the present disclosure, such asnon-transitory instructions, program code, and/or data, can be stored onone or more non-transitory machine-readable mediums. It is alsocontemplated that software identified herein can be implemented usingone or more general purpose or specific purpose computers and/orcomputer systems, networked and/or otherwise. Where applicable, theordering of various steps described herein can be changed, combined intocomposite steps, and/or separated into sub-steps to provide featuresdescribed herein.

Embodiments described above illustrate but do not limit the invention.It should also be understood that numerous modifications and variationsare possible in accordance with the principles of the invention.Accordingly, the scope of the invention is defined only by the followingclaims.

What is claimed is:
 1. A multimodal transportation system, comprising:one or more docking stations comprising one or more racks configured tosecure one or more micromobility transit vehicles, a lock hole disposedthrough a rack plate of the one or more racks, and at least one passivesensor configured to communicate wirelessly with the one or moremicromobility transit vehicles when secured to the one or more racks,wherein the lock hole is configured to align with at least a portion ofa cable locking device integrated with the one or more micromobilitytransit vehicles; a non-transitory memory having instructions storedtherein; and one or more hardware processors configured to execute theinstructions to execute operations comprising: identifying at least onerack from the one or more racks is available for docking the one or moremicromobility transit vehicles; and communicating with a mobilecomputing device to display an indication of the at least one rackavailable for docking the one or more micromobility transit vehicles. 2.The multimodal transportation system of claim 1, wherein: each rack ofthe one or more racks comprises a respective lock hole in a respectiverack plate; and each lock hole is configured to align with the cablelocking device of at least one of the one or more micromobility transitvehicles.
 3. The multimodal transportation system of claim 2, wherein:the one or more micromobility transit vehicles comprise a plurality ofmicromobility transit vehicles of a plurality of vehicle types; and eachlock hole is configured to align with the cable locking device of atleast two vehicle types of the plurality of vehicle types.
 4. Themultimodal transportation system of claim 1, wherein: each of the one ormore docking stations comprises a base configured to elevate the one ormore micromobility transit vehicles to align a respective cable lockingdevice of each of the one or more micromobility transit vehicles with arespective lock hole in each of the one or more racks; each cablelocking device comprises a pin latch configured to receive a respectivelocking pin; and the base is configured to elevate the one or moremicromobility transit vehicles such that the respective pin latch alignswith the lock hole to enable locking with the respective locking pin. 5.The multimodal transportation system of claim 4, wherein the respectivelock hole in each of the one or more racks is defined in a respectiverack plate.
 6. The multimodal transportation system of claim 1, whereinthe communicating with the mobile computing device further causes themobile computing device to display one or more instructions to lock theone or more micromobility transit vehicles with the lock hole of the oneor more racks.
 7. The multimodal transportation system of claim 1, theoperations further comprising: communicating with one or more vehiclesdocked to the one or more docking stations to cause the one or moredocked vehicles to transmit a wireless signal; and communicating withthe one or more docked vehicles to determine one or more responses tothe wireless signal, wherein the at least one available rack from theone or more racks is identified based at least on the one or moreresponses.
 8. A docking station comprising: one or more racks configuredto dock one or more vehicles; a lock hole disposed through a rack plateof the one or more racks, wherein the lock hole is configured to alignwith at least a portion of a respective cable locking device integratedwith each of the one or more vehicles; a base configured to elevate theone or more vehicles to align the respective cable locking device withthe lock hole; and at least one passive sensor configured to communicatewirelessly with the one or more vehicles when docked to the one or moreracks.
 9. The docking station of claim 8, wherein: each cable lockingdevice comprises a pin latch configured to receive a respective lockingpin; and the base is configured to elevate the one or more vehicles suchthat the respective pin latch aligns with the lock hole to enablelocking with the respective locking pin.
 10. The docking station ofclaim 8, wherein the at least one passive sensor is configured to pairwith the one or more vehicles when docked to the one or more racks. 11.The docking station of claim 10, wherein an available rack of the one ormore racks is identified based on one or more wireless signals receivedfrom the one or more vehicles when docked to the one or more racks. 12.The docking station of claim 8, further comprising a tire recessconfigured to receive at least a portion of a tire of the one or morevehicles, wherein a receipt of at least a portion of the tire within thetire recess further aligns the respective cable locking device with thelock hole.
 13. The docking station of claim 8, wherein: the lock hole isdefined asymmetrically in the rack plate; and the lock hole comprises acircular or pill shape.
 14. A multimodal transportation system,comprising: one or more docking stations according to claim 8; anon-transitory memory having instructions stored therein; and one ormore hardware processors configured to execute the instructions toexecute operations comprising: identifying at least one rack from theone or more racks is available for docking the one or more vehicles; andcommunicating with a mobile computing device to display an indication ofthe at least one rack available for docking the one or more vehicles.15. A method of determining a docking availability at one or moredocking stations comprising one or more racks configured to secure oneor more micromobility transit vehicles, a lock hole disposed through arack plate of the one or more racks and aligned with at least a portionof a cable locking device integrated with the one or more micromobilitytransit vehicles, and at least one passive sensor configured tocommunicate wirelessly with the one or more micromobility transitvehicles, the method comprising: identifying at least one rack from theone or more racks is available for docking the one or more micromobilitytransit vehicles; and communicating with a mobile computing device todisplay an indication of the at least one rack available for docking theone or more micromobility transit vehicles.
 16. The method of claim 15,wherein identifying the at least one rack available from the one or moreracks comprises detecting an occupancy condition of the at least onerack.
 17. The method of claim 16, wherein detecting the occupancycondition of the at least one rack comprises detecting a pairing statusbetween a passive sensor of the at least one passive sensor and one ormore micromobility transit vehicles docked to the at least one rack. 18.The method of claim 16, wherein detecting the occupancy condition of theat least one rack comprises: communicating with one or moremicromobility transit vehicles docked to the one or more dockingstations to cause the one or more docked micromobility transit vehiclesto transmit a wireless signal; and communicating with the one or moredocked micromobility transit vehicles to determine one or more responsesto the wireless signal, wherein the at least one available rack from theone or more racks is identified based at least on the one or moreresponses.
 19. The method of claim 15, wherein each rack of the one ormore racks comprises: a respective lock hole in a respective rack plate;and one or more alignment features configured to align the lock hole inthe rack plate with a respective cable locking device of each of the oneor more micromobility transit vehicles.
 20. The method of claim 15,wherein the communicating with the mobile computing device causes themobile computing device to further display instructions to lock the oneor more micromobility transit vehicles to a rack of the one or moreracks.